Self-aligning water-lubricated stern tube bearing

Abstract

This invention discloses a self-aligning water-lubricated stern bearing, relating to the field of marine shafting technology. It includes: a bushing, an elastic alignment layer, and a retaining ring; a split bearing assembly is fitted to the inner wall of the bushing; the elastic alignment layer has multiple hollow grooves uniformly formed circumferentially on its sidewall facing the bushing, all extending axially; a boss is provided at the bow end of the bushing, and the retaining ring has a groove that engages with the boss, with an elastic pad layer provided on the side of the retaining ring facing the bushing; when the elastic alignment layer is subjected to cantilever loads from the marine shafting system, the hollow grooves undergo elastic deformation in a direction perpendicular to the axial direction of the hollow grooves, causing the elastic alignment layer to drive the bearing assembly to rotate synchronously, and the axis of the bearing assembly after deflection aligns with the main shaft axis of the marine shafting system. When the stern bearing of this invention bears cantilever loads, the elastic deformation of the hollow grooves causes the axis of the bearing assembly to align with the main shaft axis, reducing friction and wear of the bearing.

Description

Technical Field

[0001] This invention relates to the field of ship shafting technology, specifically to a self-aligning water-lubricated stern bearing. Background Technology

[0002] In ship shafting design, water-lubricated stern bearings are widely used in various ship propulsion systems due to their advantages such as simple structure, good environmental performance, and convenient maintenance. These bearings are typically installed within the stern structure of the hull to support the weight of the main shaft and outboard propellers, and to withstand the complex dynamic loads generated during propeller operation. Figure 1 This is a schematic diagram of an existing water-lubricated stern bearing, such as... Figure 1 As shown, in the existing water-lubricated stern bearing structure, the propeller is installed at the stern end of the main shaft, the main shaft passes through and is supported by the stern bearing, the stern bearing is installed inside the stern bearing hub, and the stern bearing hub is fixedly connected to the pressure hull to form a complete shaft support system. Figure 2 This is a schematic diagram of the load-bearing state of the stern bearing, as shown below. Figure 2 As shown, after the stern bearing and shaft system are installed, the stern bearing supports the weight of the main shaft and the outboard propeller. Due to the large weight of the propeller, a weight cantilever effect will occur, causing the stern bearing to be in an inclined load state during actual operation. There is an initial tilt angle α between the main shaft and the stern bearing. At this time, the stern end of the stern bearing is under a local load state of high specific pressure. The local high load causes a significant increase in friction between the bearing and the main shaft, and the bearing material will experience excessive wear in the stern end area. In severe cases, it can cause local failure of the bearing in a short period of time. Summary of the Invention

[0003] This application provides a self-aligning water-lubricated stern bearing, which can solve the technical problem in the prior art where friction between the bearing and the main shaft may cause damage to the bearing bush.

[0004] This application provides a self-centering water-lubricated stern bearing, the self-centering water-lubricated stern bearing comprising: Bushing, wherein a split bearing assembly is fitted to the inner sidewall of the bushing; An elastic centering layer is fitted onto the outer periphery of the bushing. The elastic centering layer has a plurality of hollow grooves uniformly formed along the circumferential direction on the side wall facing the bushing, and the hollow grooves all extend axially. A stop ring is located at the bow end of the bushing. The bow end of the bushing is provided with a boss. The stop ring is provided with a groove that fits into the boss. An elastic pad is provided on the side of the stop ring facing the bushing. When the hollow groove is subjected to the cantilever load of the ship shafting, the elastic middle layer undergoes elastic deformation in a direction perpendicular to the axial direction of the hollow groove. The elastic middle layer drives the bearing assembly to deflect synchronously, and the axis of the bearing assembly after deflection is in contact with the main shaft axis of the ship shafting.

[0005] In conjunction with the above embodiments, in one implementation, the bearing assembly includes: The upper and lower bearing bushes are joined together along the axial direction of the bushing, and the joining surfaces of the upper and lower bearing bushes are both inclined surfaces that face inward toward the inside of the bearing bush assembly.

[0006] In one embodiment, in conjunction with the above embodiments, two locking bolt mounting positions are symmetrically provided radially on the side wall of the bushing. The locking bolt mounting positions are directly opposite the joint of the upper and lower bearing shells. Each locking bolt mounting position is provided with a locking bolt that penetrates the side wall of the bushing. The inner side wall of each locking bolt mounting position is provided with an internal thread. The shank of the locking bolt is provided in the locking bolt mounting position, and the shank of the locking bolt is provided with an external thread that mates with the internal thread.

[0007] In one embodiment, in conjunction with the above embodiments, a locking block is fitted onto the through end of the locking bolt facing the inner side of the bushing, and the locking block is provided with a matching bevel angle on the side wall facing the joint of the upper and lower bearings, the matching bevel angle being adapted to the inclination angle of the inclined surface.

[0008] In one embodiment, in conjunction with the above embodiments, a plurality of hollow grooves are uniformly arranged along the circumference of the elastic centering layer, and the depth of the hollow grooves is less than the wall thickness of the elastic centering layer. The opening of the hollow grooves faces the inner sidewall of the elastic centering layer facing the bushing, and the inner diameter of the portion of the elastic centering layer without hollow grooves is adapted to the outer diameter of the bushing.

[0009] In one embodiment, in conjunction with the above embodiments, the hollow groove is made of an elasto-plastic polymer alloy or rubber.

[0010] In one embodiment, in conjunction with the above embodiments, the hollow groove has a rectangular or semi-circular cross-sectional shape perpendicular to the axial direction.

[0011] In conjunction with the above embodiments, in one implementation, the bow end of the elastic interlocking layer is integrally formed with a first flange, and the bow end of the bushing is integrally formed with a second flange. The first flange and the second flange are fitted together, and the outer diameter of the second flange is larger than the outer diameter of the first flange.

[0012] In conjunction with the above embodiments, in one implementation, at least two bosses are symmetrically arranged on the side of the second flange facing the bushing.

[0013] In one embodiment, in conjunction with the above embodiments, the stop ring is provided as a circular cover plate, the center of the stop ring has a circular through hole for the main shaft of the ship shafting to pass through, the stop ring has at least three bolt mounting holes evenly spaced along the circumference, and the stop ring has grooves that correspond one-to-one with the boss.

[0014] The beneficial effects of the technical solutions provided in this application include: This embodiment of the application incorporates an elastic centering layer with hollow grooves on the outer periphery of the bushing. When subjected to cantilever loads, the hollow grooves undergo elastic deformation in the vertical direction, causing the bushing and the internal split bearing assembly to deflect as a whole. This aligns the axis of the bearing assembly with the axis of the main shaft, ensuring uniform contact between the bearing and the main shaft along the entire length. This avoids the concentrated load-bearing state of high specific pressure at the stern end found in traditional structures, reducing friction and wear on the bearing. Simultaneously, the elastic centering layer itself possesses elastic deformation capabilities, achieving adaptive deflection while also providing vibration isolation. It prevents vibrations generated during shaft operation from being transmitted to the hull structure, further reducing structural noise. In this embodiment, the stop ring, through the interlocking structure of the boss and groove, allows the bushing to deflect vertically while restricting its circumferential rotation. The elastic pad on the side of the stop ring provides axial stop while adapting to minute displacements during deflection, ensuring stable and reliable adaptive function. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the structure of an existing water-lubricated stern bearing; Figure 2 This is a schematic diagram showing the load-bearing state of the stern bearing. Figure 3 A schematic diagram of the structure of a self-aligning water-lubricated stern bearing provided in an embodiment of this application; Figure 4 A schematic diagram of the bushing structure provided in the embodiments of this application; Figure 5 A cross-sectional view of a self-aligning water-lubricated stern bearing provided in an embodiment of this application; Figure 6 This is a cross-sectional view of the stop ring provided in an embodiment of this application; Figure 7 This is a front view of the stop ring provided in an embodiment of this application.

[0017] In the diagram: 1. Elastic centering layer; 2. Bushing; 3. Stop ring; 4. Upper bearing shell; 5. Locking block; 6. Locking bolt; 7. Lower bearing shell; 8. Boss; 9. Elastic pad. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0019] This application provides a self-aligning water-lubricated stern bearing, which can solve the technical problem in the prior art where friction between the bearing and the main shaft may cause damage to the bearing bush.

[0020] Figure 3 A schematic diagram of the structure of a self-centering water-lubricated stern bearing provided in an embodiment of this application. See also... Figure 3This application provides a self-aligning water-lubricated stern bearing comprising: a bushing 2, wherein a split bearing assembly is fitted to the inner wall of the bushing 2; an elastic alignment layer 1 fitted to the outer periphery of the bushing 2, wherein multiple hollow grooves are uniformly formed circumferentially on the sidewall of the elastic alignment layer 1 facing the bushing 2, and the hollow grooves extend axially; a stop ring 3 located at the bow end of the bushing 2, wherein a boss 8 is provided at the bow end of the bushing 2, and the stop ring 3 is provided with a groove that engages with the boss 8, and an elastic pad 9 is provided on the side of the stop ring 3 facing the bushing 2; wherein, when the elastic alignment layer 1 is subjected to the cantilever load of the ship shafting, the hollow grooves undergo elastic deformation in a direction perpendicular to the axial direction of the hollow grooves, and the elastic alignment layer 1 drives the bearing assembly to deflect synchronously, and the axis of the bearing assembly after deflection is fitted with the main shaft axis of the ship shafting.

[0021] Specifically, Figure 4 This is a schematic diagram of the bushing structure provided in an embodiment of this application. Figure 5 A cross-sectional view of a self-aligning water-lubricated stern bearing provided in an embodiment of this application. See also... Figure 4 and Figure 5 The bushing 2 has a cylindrical rigid structure and serves as the supporting base for the stern bearing. The inner wall of the bushing 2 is a smooth cylindrical curved surface, and the split bearing assembly is embedded inside the bushing 2. The elastic centering layer 1 is a sleeve-type elastic structure made of an elastic material. In this embodiment, when the ship's shafting is running, the weight of the propeller will generate a cantilever load on the main shaft. The cantilever load is transmitted from the main shaft to the bearing assembly, then from the bearing assembly to the bushing 2, and finally to the elastic centering layer 1 fitted on the outer periphery of the bushing 2. At this time, due to the elastic characteristics of the elastic centering layer 1, the elastic centering layer 1 undergoes elastic deformation along the direction of the cantilever load of the ship's shafting. However, the bushing 2 is a rigid structure and does not deform itself. Therefore, the elastic deformation of the elastic centering layer 1 will cause the bushing 2 to undergo adaptive deflection around the horizontal axis. The deflection of the bushing 2 will further cause the bearing assembly inside it to deflect synchronously until the axis of the bearing assembly is in contact with the axis of the main shaft of the ship's shafting. This reduces the local load-bearing pressure of the bearing assembly, thereby reducing the amount of friction and wear on the bearing assembly.

[0022] Furthermore, if the cantilever load of the shafting system changes slightly, the elastic middle layer 1 will undergo corresponding elastic deformation with the load change, maintaining the contact between the axis of the bearing assembly and the axis of the ship's main shaft. The elastic deformation of the hollow groove can effectively absorb the vibration energy generated during the operation of the ship's shafting system, reducing the transmission of shafting vibration to the outside of the ship. At the same time, the load-sharing contact between the bearing assembly and the main shaft reduces local friction excitation, lowers friction noise during bearing operation, and improves the acoustic stealth performance of the stern section of the ship's shafting system.

[0023] Figure 6 This is a cross-sectional view of the stop ring provided in an embodiment of this application. Figure 7This is a front view of the stop ring provided in an embodiment of this application. See also... Figure 6 and Figure 7 The stop ring 3 has grooves that correspond one-to-one with the bosses 8 at the bow end of the bushing 2, forming a gap-fitting structure between the bosses 8 and the grooves. The stop ring 3 is fixed to the stern bearing hub, achieving axial positioning of the entire stern bearing. An elastic pad 9 is integrally vulcanized on the side of the stop ring 3 facing the bushing 2. The elastic pad 9 is made of rubber-like elastic material and has a certain elastic deformation capacity; its shape matches the end face of the stop ring 3. The fitting structure of the bosses 8 and the grooves achieves circumferential stopping, while the rigid structure of the stop ring 3 achieves axial stopping, thereby limiting the radial, circumferential, and axial movement of the entire stern bearing. Simultaneously, the elastic pad 9 has elastic deformation capacity; when the bushing 2 deflects, the elastic pad 9 will undergo adaptive elastic deformation with the deflection of the bushing 2, avoiding the constraint of rigid contact on the deflection of the bushing 2 and ensuring self-alignment.

[0024] In this embodiment of the application, the bearing assembly includes an upper bearing 4 and a lower bearing 7 that are joined together along the axial direction of the bushing 2. The joining surfaces of the upper bearing 4 and the lower bearing 7 are both inclined surfaces that are inclined toward the inside of the bearing assembly.

[0025] Specifically, the split bearing assembly consists of two parts: a split upper bearing 4 and a split lower bearing 7. The two parts are joined together along the horizontal split surface to form a complete cylindrical structure. The upper bearing 4 and the lower bearing 7 can be made of copper alloy, aluminum alloy, or polymer composite material.

[0026] In practical applications, the loads actually borne by the ship's shafting system are not solely downward; they also include vertical and lateral alternating loads caused by the propeller's pulsating thrust, as well as lateral forces generated by the gyroscopic effect when the ship turns. In this embodiment, the elastic interlayer 1 is sleeved on the outer periphery of the bushing 2. When subjected to force in any direction, the corresponding area of ​​the elastic interlayer 1 can undergo compressive deformation. Regardless of the direction in which the axis of the ship's main shaft changes, it can ensure that the axis of the bearing assembly is in contact with the axis of the ship's main shaft, thus ensuring the stability of the upper bearing 4 and the lower bearing 7.

[0027] In this embodiment, two locking bolt 6 mounting positions are symmetrically provided radially on the side wall of the bushing 2. The locking bolt 6 mounting positions are directly opposite the joint of the upper bearing 4 and the lower bearing 7. Each locking bolt 6 mounting position is provided with a locking bolt 6 that penetrates the side wall of the bushing 2. The inner side wall of each locking bolt 6 mounting position is provided with an internal thread. The shank of the locking bolt 6 is provided in the locking bolt 6 mounting position, and the shank of the locking bolt 6 is provided with an external thread that mates with the internal thread.

[0028] Specifically, the locking bolt 6 mounting positions are located on the cylindrical sidewall of the bushing 2, and are horizontally symmetrically distributed along the radial direction of the bushing 2, with two bolts in total. The central axis of both locking bolt 6 mounting positions is in the same vertical plane as the mating surfaces of the upper bearing shell 4 and the lower bearing shell 7. Each locking bolt 6 mounting position is a through-hole structure that penetrates the sidewall of the bushing 2 radially, ensuring that the locking force can be directly applied to the mating point of the bearing shell assembly. The outer circumferential surface of the locking bolt 6 is machined with external threads, which can form a threaded connection with the internal threads on the inner sidewall of the locking bolt 6 mounting position.

[0029] In this embodiment, a locking block 5 is fitted onto the through end of the locking bolt 6 facing the inner side of the bushing 2. The locking block 5 is provided with a matching bevel angle on the side wall facing the joint of the upper bearing 4 and the lower bearing 7. The matching bevel angle is adapted to the inclination angle of the inclined surface.

[0030] Specifically, the inner wall of the locking block 5 facing the joint of the upper bearing bush 4 and the lower bearing bush 7 is machined with a mating bevel. The size and direction of the bevel are the same as the bevel angle of the mating surface of the bearing bush assembly. The locking block 5 and the locking bolt 6 are used together. The locking bolt 6 is screwed into the internal thread of the locking block 5 from the outside of the stern bearing bush 2. Under the tension of the locking bolt 6, the locking block 5 gradually fits against the inner side of the bearing bush 2. The mating bevel set on the side wall of the locking block 5 gradually locks the upper bearing bush 4 and the lower bearing bush 7 during the displacement process. Thus, on the one hand, the interference fit of the two-part bearing bush assembly in the bearing bush 2 can be achieved, and on the other hand, the circumferential stop of the bearing bush assembly can be achieved. Meanwhile, the combination of angled and inclined surfaces can effectively ensure that the bearing assembly will not loosen under extreme conditions such as vibration and impact. When disassembling and reassembling the bearing, it is only necessary to loosen and tighten the locking bolt 6. There is no need to carry out the construction of pulling out and squeezing the pressure plate in the traditional locking device. The convenience of operation is greatly improved, and the construction difficulty and cycle are reduced.

[0031] In this embodiment, the mating surfaces of the upper bearing bush 4 and the lower bearing bush 7 are divided into inclined sections and flat sections along the axial direction of the bearing bush assembly. An inclined slope facing inward is provided only in a designated axial region of the bearing bush assembly, while the remaining regions are flat mating sections along the radial direction of the bushing 2. The locking bolt 6 corresponds to the axial position of the inclined section of the mating surface.

[0032] In this embodiment, multiple hollow grooves are uniformly arranged around the circumference of the elastic interlayer 1, and the depth of the hollow grooves is less than the wall thickness of the elastic interlayer 1. The opening of the hollow grooves faces the inner sidewall of the elastic interlayer 1 facing the bushing 2, and the inner diameter of the portion of the elastic interlayer 1 without hollow grooves is adapted to the outer diameter of the bushing 2.

[0033] Specifically, the uniform circumferential arrangement of the hollow grooves ensures that the elastic mating layer 1 is subjected to uniform force along the circumference after being loaded, avoiding excessive local deformation or skewed deformation caused by uneven groove arrangement, and ensuring the symmetry of the deformation of the elastic mating layer 1. The number and depth of the hollow grooves can be designed to be adapted to the outer diameter of the elastic mating layer 1 and the bearing load requirements, and are not limited here. The portion of the elastic mating layer 1 without hollow grooves forms a cylindrical contact surface, the inner diameter of which matches the outer diameter of the bushing 2, thereby ensuring that the load and deformation of the elastic mating layer 1 can be uniformly transferred to the bushing 2 after being loaded.

[0034] In the embodiments of this application, the hollow groove is made of elasto-plastic polymer alloy or rubber.

[0035] Specifically, the hollow groove and the elastic interlayer 1 are integrally molded from the same material. The material can be an elastic polymer alloy or rubber, or other elastic materials. The elastic material is integrally molded using compression molding, vulcanization, or injection molding processes. In some embodiments of this application, only the elastic deformation capability of the elastic interlayer 1 and the hollow groove is required; therefore, the material and manufacturing process of the elastic interlayer 1 are not limited.

[0036] In this embodiment of the application, the hollow groove has a rectangular or semi-circular cross-sectional shape perpendicular to the axial direction.

[0037] Specifically, the hollow groove adopts a rectangular or semi-circular regular cross-section, which can provide a uniform and directional elastic deformation space for the elastic middle layer 1. Under the cantilever load of the ship's shafting, when the elastic middle layer 1 deforms in a direction perpendicular to the groove axis, both the rectangular and semi-circular cross-sections can cause uniform compressive deformation of the groove sidewalls, and the deformation stress is distributed along the cross-sectional profile, avoiding distortion caused by local stress concentration. In some embodiments of this application, a trapezoidal or other cross-sectional shape can also be used, which is not limited here.

[0038] In this embodiment, the bow end of the elastic middle layer 1 is integrally formed with a first flange, and the bow end of the bushing 2 is integrally formed with a second flange. The first flange and the second flange are fitted together, and the outer diameter of the second flange is larger than the outer diameter of the first flange.

[0039] Specifically, the first flange and the second flange are fitted together along the bearing axial direction with their end faces facing each other. They are coaxially arranged, and the mating surfaces are flat annular end faces. The outer diameter of the second flange is larger than that of the first flange, and the annular end face of the second flange can cover the mating area of ​​the first flange. By fitting the end faces of the first flange and the second flange together, the axial positioning of the elastic centering layer 1 and the bushing 2 at the bow end is achieved, thereby ensuring the coaxial assembly accuracy of the elastic centering layer 1 and the bushing 2.

[0040] In this embodiment, at least two bosses 8 are symmetrically arranged on the side of the second flange facing the bushing 2.

[0041] Specifically, in this embodiment, two bosses 8 are symmetrically arranged above and below the side of the second flange facing the bushing 2, thereby compensating for vertical deformation under cantilever load. In some other embodiments of this application, the bosses can be positioned at corresponding locations as needed to compensate for deformation in different directions.

[0042] The cross-sectional shape of boss 8 is rectangular. Boss 8 and the second flange are integrally formed, with high structural rigidity, reliable circumferential positioning, and no risk of loosening or falling off.

[0043] In this embodiment, the stop ring 3 is a circular cover plate. The center of the stop ring 3 has a circular through hole for the main shaft of the ship shafting to pass through. The stop ring 3 has at least three bolt mounting holes evenly spaced along the circumference, and the stop ring 3 has grooves that correspond one-to-one with the boss 8.

[0044] Specifically, the grooves are formed on the end face of the stop ring 3 facing the bushing 2, and the number and position of the grooves correspond one-to-one with the number and position of the bosses 8 on the second flange. A gap is left between the end face of the boss 8 and the groove in the radial direction, allowing the bushing 2 to have a certain displacement in the radial direction. When the bushing 2 deflects under cantilever load or other external forces, the boss 8 generates relative displacement in the groove, and the end face of the boss 8 can move closer to or away from the bottom surface of the groove. This achieves circumferential stopping of the stern bearing bushing 2 without affecting the deflection of the stern bearing bushing 2.

[0045] This embodiment of the application incorporates an elastic centering layer 1 with hollow grooves on the outer periphery of the bushing 2. When subjected to cantilever loads, the hollow grooves undergo elastic deformation in the vertical direction, causing the bushing 2 and its internal split bearing assembly to deflect as a whole. This aligns the axis of the bearing assembly with the axis of the main shaft, resulting in uniform contact between the bearing and the main shaft along its entire length. This avoids the concentrated load-bearing state of high specific pressure at the stern end in traditional structures, reducing friction and wear on the bearing. Simultaneously, the elastic centering layer 1 possesses elastic deformation capabilities, achieving adaptive deflection while also providing vibration isolation. It blocks the transmission of vibrations generated during shaft operation to the hull structure, further reducing structural noise. In this embodiment, the stop ring 3, through the interlocking structure of the boss 8 and the groove, allows the bushing 2 to deflect vertically while restricting its circumferential rotation. The elastic pad 9 on the side of the stop ring 3 provides axial stop while adapting to minute displacements during the deflection process, ensuring stable and reliable adaptive function.

[0046] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0047] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0048] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A self-aligning water-lubricated stern bearing, characterized in that, The self-aligning water-lubricated stern bearing includes: Bushing (2), the inner sidewall of which is fitted with a split bearing assembly; An elastic centering layer (1) is fitted on the outer periphery of the bushing (2). The elastic centering layer (1) has a plurality of hollow grooves uniformly opened in the circumferential direction on the side wall facing the bushing (2). The hollow grooves all extend in the axial direction. A stop ring (3) is located at the bow end of the bushing (2). The bushing (2) has a boss (8) at the bow end. The stop ring (3) has a groove that fits into the boss (8). An elastic pad (9) is provided on the side of the stop ring (3) facing the bushing (2). When the hollow groove is subjected to the cantilever load of the ship shafting, the elastic middle layer (1) undergoes elastic deformation in a direction perpendicular to the axial direction of the hollow groove. The elastic middle layer (1) drives the bearing assembly to deflect synchronously. The axis of the bearing assembly after deflection is in contact with the main shaft axis of the ship shafting.

2. The self-aligning water-lubricated stern bearing according to claim 1, characterized in that, The bearing assembly includes: The upper bearing shell (4) and the lower bearing shell (7) are joined together along the axial direction of the bushing (2). The joining surfaces of the upper bearing shell (4) and the lower bearing shell (7) are both inclined surfaces that are inclined toward the inside of the bearing shell assembly.

3. A self-aligning water-lubricated stern bearing according to claim 2, characterized in that, Two locking bolt (6) mounting positions are symmetrically arranged radially on the side wall of the bushing (2). The locking bolt (6) mounting positions are directly opposite the joint of the upper bearing (4) and the lower bearing (7). Each locking bolt (6) mounting position is provided with a locking bolt (6) that penetrates the side wall of the bushing (2). The inner side wall of each locking bolt (6) mounting position is provided with an internal thread. The shank of the locking bolt (6) is provided in the locking bolt (6) mounting position, and the shank of the locking bolt (6) is provided with an external thread that matches the internal thread.

4. A self-aligning water-lubricated stern bearing according to claim 3, characterized in that, The locking bolt (6) has a locking block (5) fitted on the through end facing the inner side of the bushing (2). The locking block (5) has a matching angle on the side wall facing the joint of the upper bearing (4) and the lower bearing (7). The matching angle is adapted to the inclination angle of the inclined surface.

5. A self-aligning water-lubricated stern bearing according to claim 1, characterized in that, Multiple hollow grooves are evenly arranged around the circumference of the elastic centering layer (1), and the depth of the hollow grooves is less than the wall thickness of the elastic centering layer (1). The opening of the hollow grooves faces the inner wall of the elastic centering layer (1) towards the bushing (2). The inner diameter of the portion of the elastic centering layer (1) without hollow grooves is adapted to the outer diameter of the bushing (2).

6. A self-aligning water-lubricated stern bearing according to claim 1, characterized in that, The hollow groove is made of elasto-plastic polymer alloy or rubber.

7. A self-aligning water-lubricated stern bearing according to claim 1, characterized in that, The hollow groove has a rectangular or semi-circular cross-sectional shape perpendicular to the axial direction.

8. A self-aligning water-lubricated stern bearing according to claim 1, characterized in that, The bow end of the elastic interlayer (1) is integrally formed with a first flange, and the bow end of the bushing (2) is integrally formed with a second flange. The first flange and the second flange are fitted together, and the outer diameter of the second flange is larger than the outer diameter of the first flange.

9. A self-aligning water-lubricated stern bearing according to claim 8, characterized in that, At least two of the bosses (8) are symmetrically arranged on the side of the second flange facing the bushing (2).

10. A self-aligning water-lubricated stern bearing according to claim 9, characterized in that, The stop ring (3) is a circular cover plate. The center of the stop ring (3) has a circular through hole for the main shaft of the ship shafting to pass through. The stop ring (3) has at least three bolt mounting holes evenly spaced along the circumference, and the stop ring (3) has grooves that correspond one-to-one with the boss (8).

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